Automatic angle cock



Apr. 17, 1923. -1,42,473

F. D. 'SPRAGUE AUTOMATI C ANGLE COCK Filed 0ct. 22, 1921 '7 Sheets-Sheet1 INVENTOR.

' W1 TNESSES.

" Z ATTORNEYS.

Apr. 17, 1-923. 1,452,473

F. D." sPRAGur;

AUTOMATIC ANGLE COCK Filed Oct. 22, 1921 7 'Sheps-Sheet 2 WITNESS: I NVEN TOR.

M v ATTORNEY.

I Apf. 17, 1923 .F. D. SPRAGUE AUTOMATIC ANGLE COCK Filed Oct. 22, 1921v v INVEN R.

ATTORNEYS.

BEER

Apr. 17,1923. 1,452,473

F. D. SPRAGUE AUTOMATIC ANGLE COCK Filed Oct. 22 1921 7 Sheets-Sheet 4INVEN.

' ATTORNEYS.

Apr. 17, 1923. A I 1,452,473

F, D. SPRAGUE AUTOMATIC ANGLE COCK Filed 0ct.u22 1921 '7 Sheets-Sheet 511V VENT 7 Q M Z WA TTORNEYS.

Apr. 17, 1923. 1,452,473

F. D. S PRAGUJE- AUTOMATIC ANGLE COCK F1164 Oct. 22,- 1921'fSh'eets-Sheet 6 W BY L@ M Z WTTORNEYS.

Apr; 17, 1923. I I 1,452,473

I F. D. SPRAGUE AUTOMATIC.ANGLE COCK Filed Oct. 22, 1921 7 Sheets-SheetINVENTO I Patented Apr. 17, 1923.

FRANK DESMOND SPRAGUE, O

AUTOMTATIC ANGLE COCK.

Application filed October 22 T 0 all whom it may concern:

Be it known that I. FRANK Dnsnowu SrnAoUn, a citizen of the UnitedStates of America, and a resident of the city of New port. in the countyof Newport and State of Rhode Island, have invented certain new anduseful Improvements in Automatic An ole Cocks, of which the "followingis a specification.

This invention relates to a brake pip'e angle cock for use on railwayair brake systems, its object being to provide an improved device whichshall automatically maintain an open brake pipe passage so long as thehose couplings between cars are connected, irrespective of anyaccidental or malicious closing of the angle cock handle and which willalso operate to close said passage automatically when the cars are un--coupled, provided the operating; handle has been placed in a closedposition.

The angle cock at present generally used is a manually operated conevalve and is a source of potential danger. Should the handle of such anangle cock he accidentally or maliciously closed when on the road itwould be impossible to apply or control the brakes to the rear of theclosed cock, and the consequent loss of making power might be the causeof serious accident. vlts essential part is a groundvalve-seatc'ombination which requires periodic grinding, and when not ingood condition will result in an appreciable loss of brake pipe air witha consequent excess duty imposed on the locomotive air compressor.

The angle cook described in the tollou inc; specification is designedautomatically to mainta n the o ieninp; of the brake pipe so long" thehose couplings between cars are conuected,' irrespective oi any movemeut oi? the angle cock handle. it tak s the place of the valve inpresent use and is manipulated by the railroad crew in like manner. .Nochanges in procedure will be required in making up trains or uncouplingcars. In addition to the automatic maintenance of braltzj' pipe passage.in a large percentage ot cases these valves will automatically open assoon as hose couplings are 1921. Serial No. 509,754.

connected, even should the vardmen neglect to move the operating handleto open or running position" Referring to the drawings:

Figure 1 is a longitudinal section showing; an angle cock embodying myinvention in a closed position; p

F 2 is a similar view showing the angle cock in open position;

l 3 is a longitudinal section, broken away showing two oppositelydisposed aucile cocks of the type illustrated in Figs. 1 and 9. andtheir attendant hose couplings;

Fig. 4- is a diagrammatic view illustrating); a series of angle cocks,hose couplings, etc... as connected in a train, portions of the brakepipe be ng; broken away;

Figs. and 6 are longitudinal sections C(lllQFiPOllCllllQ' with Figs. 1and 2 and illustrating: a modilcatiou in. the "form there shown:

Figs. 7 and 8 are similar views illustrat in o a further modification inwhich the difi'erential presurc area necessary to maintain the mm o cockin the open or operating position must the pressure of the closingspring is secured by means of a soft-seated valve instead of by means ofsylphon bellows, and I Fig. 9 is a cross section illustrating a balllock tor the angle cock handle, applicable for use in connection with myinvention;

Similar reterence characters indicate corresponding or equivalent partsthroughout the several views of the drawings.

Referring" to Plies. 1 and 2 the main body casting 10 or the angle cockis closed at one end with a cap 152 and at the opposite end is providedwith a cap 11 for engagement with the brake pipe of the locomotive orcar by means of the threaded portion 13. It is extended at one side totorm a chamber through which communication is made with the hosecoupling between the several units of the traim a threaded portion l4being provided for this purpose.

The cap 11 forms a chamber 15 and its inner portion is reduced andterminates in a valve seat 4:1 for cooperation with a valve 40. Thisvalve is formed on the outer face of a piston 26 which reciprocates in aliner 25 suitably mounted in the interior of the casing and preferablymade of bronze. The piston divides the left hand portion of the bodyinto two chambers 16 and 17 respectively, chamber 16 being in opencommunication with chamber 18 and being in communication vwith chamber17 through a small equalizing port 28. This piston is extended to form aspring cage sleeve 29 which has a sliding fit in an anchorage collar 36,and is designed. to retain the seating spring 30 which is thus mountedbetween the piston 26 and the cap 12. ficient strength to hold valveclosed against any working air pressure that may be present in chamber15. The anchorage collar 36 provides for a chamber 19 to the right ofthe body which is at all times at atmospheric pressure. A sylphonbellows of smaller outside diameter than the piston is soldered to theright hand face of the piston and to the left hand face of the anchoragecollar thus preventing leakage between the anchorage collar and thepiston. Leakage between the anchorage collar and its mounting in thebody is prevented by a gasket 37 put under pressure by the screwretaining ring 38. The interior of the sylphon is at atmosphericpressure being in communication with the chamber 19 along the slidingfit between the collar 36 and the piston. The bearing of this upon theoperation of the device will be further explained.

The extended portion 29 of the piston 26 is provided with a collar forengagement with an otl-centered cam 51 which latter is operativelyattached to a handle 55 for manual operation of the angle cock. A ninetydegree movement of the handle "from the position of Fig. 1 to that ofFig. 2 results as disclosed in the latter figure in a movement of thepiston 26 to the right against the pressure of spring 30 to open valve10 and thus establish unobstructed communication between chambers 15 and16. The handle 55 is designed to be self-locking on each extreme of its90 degree movement due to suitable ears 56 registering with two stoplugs which are not shown in the drawing.

In order to insure automatic opening of this valve should the handle beneglected, a small one way air passage 45 connects chambers 15 and 16via the ball check valve 46 and 47. The major air passage from chamber15 to chamber 16 is in Fig. 1 indicated blocked by means of valve 40registering with its seat 41. V

Operation-nown/r1 procedure.

As before stated, Fig. 1 indicates the angle cock in closed position.For the purpose of this description this cock will be 'llns spiing IS 01suf-- considered as in the rear of the locomotive tender. The pressureair will be contained in a tender bake pipe chamber 15. Prior tocoupling up a minute portion of this air is constantly discharged toatmosphere via the bleed hole 45, the ball check valve, and chambers 16and 18. This is a necessary waste but is microscopic in quantity. Itshould be noted that as the bleed hole .415 does not discharge directlyto the atmosphere the chances of freezing at this point are materiallyreduced.

The major passage via valve 410 is maintained closed by the pressure ofcompression spring 30. which is sniliciently powerful to resist the airthrust on the piston valve when closed.

lVhen the cars are coupled the yardman moves handle ninety degrees fromits closed position and such movement \will cause cam 51 to engage withcam ring 50 and lift valve 40 clear of its seat ell. The main air pa,sage from the tender brake pipe to the hose couplings is thusestablished and will be mechanically main tained irrespective of anyvariation in brake pipe 1 assure as long as cam handle is left inrunning position.

No opening operation.

Should the yardman forget to operate the valve handles after the hosecouplings are connected the valve will open automatically. due to thefollowing' sequential pneumatic process.

Air will seep through bleed hole 15, pass by ball check 46. M. and willtend to establish a pressure in chamber 16, chamber 18, hoseconnections. and chambers 18 and 16 ot the No. 1 car valve, which isreversed in position. Note Figs. 3 and This air will gradually increasein pressure, due to further progress to the rear of No. 1 car valvebeing blocked by the ball check at that point. This pressure willequalize between chambers 16 and 17 via equalizing port 28, but whilethe unit air pressure is the same on both sides of the piston thesummation in chamber 16 will be greater than that on the right hand dueto the ditlerential area est; blished by the s vlphon bellows. Theinterior oi these bellows is. above stated. at all times at atmosphericpressure. This differential, area prior to opening the angle cocks isequal to the net effective area of the sylphon (measured to its solderrim). n'iinus the area of the valve 1-0. for all car valves on thepressure or locomotive side of the train units. The a oi the valve 10may be disregarded in car valves on the opposite side of the units.

is thus indicated. irrespective of the vardmen neglecting to movelnindle to running position. the valve will automatically open when theunit pressure generated iii by the cross section of the valve 4:0 sothat this differential amounts to the net area of the sylphon. Thespring is thus opposed to an increased over balance air, pressure.

Asthe car brake pipe is initially .at atmospheric pressure the car valvewill lag behind that on the locomotive, due to the ab sence of the airthrust on the valve 4:0. If it is left entirely to leakage, thepressurebuilt up by the same must therefore be greater than that whichsufiiced to open the locomofull brake pipe pressure when the .ii'rontvalve on said car opens.

As cam 51 is single acting, the accidental or malicious placing of thecam handle in the off or closed position would have no effeet as long asthe valve has originally been opened, as the piston would still continueto remain in running position through the differential pressureestablished by the sylphon so long as the brake pipe pressure is notreduced below a. definite point. This point is considerably lower thanthat reached by full service reduction from any brake pipe pressure.

vl Vhen cars are uncoupled the formal procedure tor the yardman tofollow would be to move the angle cock handles to closed position andthen disconnect the flexible hose. The breaking of the hose joint willcause pressure in chambers 16 and 18 instantly to drop to atmosphere, asthe dis harge capacity of these chzunhers and the hose is sutlicientlygreat to care For any air being supplied through valve 40.

Piston valve 40 will now automatically close to prevent any furtherdischarge, exeeptthe minor amount coming through the check valve. due topressure of spring30, supplemented by air momentarily trapped in chamber17.

Should the train part on the road due to defective coupling. thisautomatic action of the piston. valve will not occur it the am 51 is inthe normal running position (Fig. 2),

Consequently tull emergency braking will result from a broken couplingasat present.

Emergency braking will likewise occur in a b-reak-in-two on bothsections of the train even if intermediate handles are in closedposition. This has been ascertained by actual testing and is probablydue to the capacity of the brake pipe and the fluid friction both ofwhich are absent when the hose coupling is parted between two closedbrake cocks. The time required in exhausting the brake pipe apparentlyresults in the maintaining of sutlicient pressureon the valve face ofthe piston26 to maintain the valve in open position until the emergencybraking has been effected.

The figures now under discussion while purely illustrative and notintended to limit the invention are drawn tos'cale from tested apparatusand may if desired be used as a guide in the proportioning of parts.

From the above it may be seen that the principal value of the handle isto prevent undesired closing of the valve should the train part on theroad.

The modification illustrated in Figs. 5 and 6 follows so closely thestructure of Figs. 1 and 2 that it'is believed its construction and modeof operation will be readily understood without repetition. The valvehas beenreplaced by a soft seated self-aligning type, and in ordertoprevent chattering otthis valve-the feed port 415 has been transposed.to the discharge side. In orderto protect the piston rin andcylinderwalls from abrasive action of sand and grit that may be discharged bythe brake pipe during emergency applications and also to facilitate thequick closing of valve 40 when the hose is parted in uncoupling with thecam 51 in closed position by relieving the piston 26 from the kineticblow of the moving air, battle plate has been introduced. On the partingof the hose coupling static pres sure on the left face of piston 26 isreduced,

as in the earlier forms, via passage 81, but

the kinetic energy of the air rushing through the main valve 40 ispartially absorbed by. the battle plate 80. The equalizing port 28illustrated in Figs. 1 and. 2 has been eliminated but pressure air willbe built up in the chamber to the ri ht of the piston 26 by leakage pastthe piston.

Various minor detailed mechanical chap are introduced, such asshortening of the sylphon bellows. introduction oi theball lock (seeFig. 9) on the stem 52 of cam 51, which takes place or" the locking ears56.

The ball loclc90 is of simple constriwtion' valve diameter.

one-ended assembly made possible by the adoption of the flange cap 100,which is secured by means of cap screws 101 in place of the screw cap12as illustrated informer figures. Furthermore the cap of Figs. 1 and 2 atthe opposite end of the valve containing the chamber 15 is hereillustrated as integral with the body casting.

The modification illustrated in Figs. 7 and 8 it is believed likewisewill be understood both as to Construction and operation from theforegoing description. In both of these respects the structure followsgenerally that of Figs. 5 and 6, the difference being in the means bywhich requisite difierential area on the operating piston necessary tomaintain the valve in open position against a thrust of spring 30 issecured. In the construction of these figures this is accomplished bymeans of a soft seated valve indi cated by numerals 110l11 in place ofthe sylphon bellows In all other respects of mechanical construction themechanisms are identical.

In this modification the pressures at the beginning of operation areslightly ditlerent. lVhen the brake pipe valve is closed the entirespace to the right of operating piston 26 is at atmospheric pressure andany leakage by ring of said piston will pass to atmosphere until valve110111 closes. Once this valve is closed the differential area isdefinitely established and is determined by the Any minor leakage of airdue to an imperfect seat will pass to atmosphere via a leakage port 112.

The foregoing detailed description has been given for clearness ofunderstanding, and no undue limitation should be deduced therefrom, butthe appended claims should be construed as broadly as permissible inview of the prior art. The word cars is employed in the claims broadlyto indicate the units of a train whether the same be power units orunits drawn by power units. Having thus described my invention, what Iclaim as new, and desire to secure by Letters Patent, is:

1. The combination with an air brake System, of an automatic valvelocated) in and controlling the passage of air through the brake pipe,which when once opened will automatically maintain this opening so longas the hose couplings between cars are connected, and means for manuallyopening said valve.

2.-The combination with an air brake system, of an automatic valvelocated in and controlling the flow of air through the brake pipe ofsuch system, equipped withmeans for manually opening said valve and sodesigned as automatically to close upon the parting of the hosecouplings following a release of the manually opening means.

3. The combination with an automatic air brake system, of an automaticangle valve normally obstructing the flow of air through the brake pipe,means for manually opening this valve, and means for insuring automaticclosing of same on the parting or the hose couplings following therestoration of the manual opening means to ofi position.

4. The combination with an air brake system. of a device for controllingthe flow of air through the brake pipe, comprising a valve, a movablepiston cont-rolling said valve, a spring for maintaining the valve inclosed position, means for subjecting the valve controlling piston todifi'erenlial air pressure, and means for manually opening the valve andfor maintaining the valve in an open position.

5. The combination with a piston-controlled valve substantially asdescribed, of a spring for maintaining the valve in closed 6. Anautomatic angle cock valve com prising a cylinder, a piston slidingtherein, a valve operated by the movement of said piston and capable ofcontrolling the flow of brake pipe air, a spring for normallymaintaining the valve closed, a flexible metallic bellows forestablishing a difi'erential pressure area upon the piston, a manuallyoperated cam and engaging ring for opening said valve, and a feed portand check valve to cause an automatic opening of the said valve uponcompletion of hose connections should the manual. means be neglected.

7. An automatic angle cock valve, comprising a cylinder, a pistonsliding therein, a valve operated by the movement of said piston andcapable of controlling the flow of brake pipe air, a spring for normallymaintaining the valve closed, an additional valve for establishing adifi'erential pressure area upon the piston, a manually operated cam andan engaging ring for opening said piston operated valve, and a feed portand check valve to cause an automatic opening of the piston operatedvalve upon completion of hose connections should the manual means beneglected.

8. A brake pipe angle cock valve. comprisiug a cylindrical casting, apiston sliding therein, a valve controlling the flow of brake pipe airoperated by movement of said piston. a battle plate for partiallyprotecting the piston from the kinetic blow of flowing brake pipe air, aspring for holding said piston operated valve in closed position, amanually operated cam for opening said valve, means for locking said camat each extreme of its movement, means for establishing a differentialpiston area to insure the piston operated valve remaining in openposition should the manually operated. cam be moved to off position, andmeans for insuring

